Switch-indicator.



2 SHEETS-SHEET l- 4n (5 w L:

INVENTOR BY f w? Wromv WIGHT.

SWITCH INDICATOR.

APPLICATION FILED 05c. 16, I911.

Patented Apr. 24, 1917.

LQQQJEL S. N. WIGHT.

SWITCH INDICATOR.

APPLICATION FILED DEC. 16. 1911.

1,4, 1 1 1 a Patented Apr. 24, 1917.

2 SHEETS-SHEET 2.

WITNESSES. INVENTOR MQM/i A 5, 9,

WHOM/EV onrran srarns a are,

SEDG-WIGK N. WIGHT, OF ROCHESTER, NEW YORK, ASSIGNOR TO GENERAL RAILWAYSIGNAL COMPANY, OF GATES, NEW YORK, A CORPORATION OF NEW YORK.

i swrrorr rnnroaron.

Application filed December 16, 1911.

To all when it may concern:

Be it known that I, Snoowron N. WIGHT, a citizen of the United States,and resident of the city of Rochester, in the county of Monroe and Stateof New York, have invented a new and useful Switch-Indicator, of whichthe following is a specification.

This invention relates to electric circuits and means for the controlthereof. and more especially to circuits and cooperating mechanismparticularly useful in connection with electric signaling for railways.The invention herein set forth is especially adapted for use irlconjunction with a switch indi-.

cator as used in railway electric signaling although useful in numerousother connections obvious to those skilled in the art without extendedexplanation.

The primary object of this invention is the connection and arrangementof a system of electrical conductors in conjunction with electricallyoperated devices whereby a device known in the art as a switchindicator, may be caused to indicate the approach of a train from eitherdirection upon a single track railway. I

A further object of the invention is to so connect and constructelectrical circuits and apparatus that a switch indicator applied to asingle track railway will be caused to exhibit an all clear aspect aftera train has passed it, is a certain distance therefrom and receding, butstill within a zone which would cause an unfavorable aspect if the trainwere traveling in the opposite direction.

A further object of the invention is to produce the results abovementioned by the use of a minimum of wires.

Further objects and advantages of the invention will become apparentasthe description of the same proceeds.

In the drawing, Figures 1, 2, 3, 4 and 5. show diagrammaticallydiflerent forms of circuits and associated apparatus by which applicantis enabled to obtain the objects above setforth, the preferred forms ofembodiment only, having been shown, which is by no means intended toexhaust the pos sible forms in which applicants idea of means may beembodied, for other and perhaps equally efiicient forms will be obviousto those skilled in the art after becoming acquainted with the formsherein shown and described.

Specification 0 Letters Eatent.

Patented Apr. 2 1, 1917. Serial no. 666,210.

1 and 2, designate the two rails of a trackway which are separated atintervals by insulating members 3; 4 and 5, designate the two rails of aturnout, connected and installed in the usual manner, so that the mainline rails 1 and 2 are normally continuous; 6, 7 and 8, designatesignals for governing the movement of trains in the direction of thearrow a upon the rails 1 and 2; 9, 10 and 11, designate signals forcontrolling trains moving inthe direction of the arrow 6 upon the rails1 and 2. The signals. are caused to give well known aspects to anapproaching train and behind a receding train which have the usualmeanings, or any special meanings which good judgment and approvedsignal practice may dictate. They may be controlled electrically in anywell known manner, but should preferably be controlled in accordancewith the principles of the absolute permissive block signaling system,as set forth in the joint application of Wilmer W. Salmon and Frank L.Dodgson, filed F ebruary 7th, 1911, Serial No. 607,098, and the specificmeans for so doing may be as set forth in the application of Sedgwick N.Wight, filed July 8th, 1911, Serial No. 637 ,457. The last mentionedmeans of controlling the signals would be preferred in connection withthe invention herein shown and described, for by so doing the operatinginstruments as herein shown and described could also be used forcontrolling the signals, the principle ofthe manner being fully shown,described and claimed in the applications heretofore mentioned.

The track sections B, C, D, and E, have the relays 13, 14, 15, and 16connected to the rails at one end thereof and each section has the usualtrack battery 17 connected across the rails at the other end thereof, ina manner well known and understood in the art, although the battery forsections A and F and the relays therefor, have not been shown, it is tobe understood that they are equipped in any well known' manner or in amanner in accordance with applicants invention. g j g The switchindicator is designatedby 12, and may be of any of the usual and wellknown types so constructed as to give one indication when current flowstherethrough, and to give another indication when the current ceases toflow therethrough; 20, 21, 22

and 23 designate relay coils, adapted to operate armatures in the .wellknown manner 25 and 26 designate sources of current herein representedas batteries.

With all of the parts in the position as shown by Fig. 1, current willfiow from the positive terminal of battery 25, in the following path;wires 28, 29 and 30, relay armature 31, wire 32, wire 33, armature 34,wire 35, indicator 12, wires 36, 37 "and 38 to the negative terminal ofthe battery 25. The current flowing in the above traced path will causean energization of indicator 12 thereby enabling it to exhibit an allclear aspect, consequently, it is indicated that there is no train uponsections C or D and no train upon sections B or E which is approachingthe indicator under an indication given by signals 6 or 9.

With the system and parts as shown in Fig. 1, current flows from thepositive terminal of battery 26, in the following circuit: wires 53, 54,69 and 50, relay armature 44, wire 45, relay coil 22, wires 46, 47, 48and 49 to the negative terminal of the battery 26. The current flowing.-in the above traced path, energizes relay coil 22, thereby causingarmature 52 to be held in the-position shown, so that current can flowin the following circuit: positive terminal of battery 26, wires 53, 54and 55, armature 52, wires 56 and 57, armature 58, wire 59,

armature 60, wire 61, relay coil 20, wires 62, 63, 64, 37 65 and 49 tothe negative ter-'- minal of the battery 26. The current 'flowing in theabove traced path energizes relay coil 20, thereby causing armature 34to be held in its upper position, thereby completing the circuitheretofore traced by whichcurrent flows to energize the indicator 12 tohold it in the clear position. It should be noticed, however, that theenergization of relay coil 20, is dependent upon the energization ofrelay coil 22, and that the energi-' zation of relay. coil 22 isdependent uponthe position of armature 44, and to those skilled in theart, it is apparent without further 'ex- %lanation that if a train wereupon section relay coil 20 would be denergized, therefore the indicatorwould. assume an aspect other than the clear aspect. It is also apparentthat even if relay coil 22 were energized, if a train were upon eithersection G or D, the relay coil 20 would be deenergized by reason of thefact that the armatures 58 or 60 would be in their lower position forreasons well known to those skilled in the art thereby also breaking thecircuit of the relay coil 20 and causing the indicator 12 to assume anunfavorable aspect.

It will be thus seen that the exhibition of a clear aspect by indicator12 is dependent upon the absence of trains upon any of the sections B,C, D and E, and it will also be noticed that a train moving from thesidmain line rails 1 and 2 by shunting either relay 15 or 14, wouldcause the circuit through which current flows to energize the relay 20to be broken, thereby causing the armature 34 to drop and break thecircuit through which current flows to control the clear aspect of theindicator 12.

If a train should enter upon section B, relay coils 13 would be shuntedand armature 31 would drop thereby breaking. the circuit heretoforetraced through which current flows to energize the indicator 12; passingupon section C, the circuit would be again broken by the dropping ofrelay armature 60 causing the denergization of relay 20 and a consequentdropping of relay armature 34; the train proceeding upon section D wouldcontinue the denergization of relay coil 20 by dropping armature 58.When v tween sections D and E, moving in the di-,

rection of the arrow (1 as heretofore descrlbed, another action takesplace, namely, the closing of a circuit in such a manner that theindicator 12 will assume the clear aspect as soon as the rear of thetrain passes beyond the insulating joints 3, between the sections D andE.

As soon as the first pair of trucks of the train traveling in thedirection of the arrow 0;, passes upon the section E, the relay c011 16'is deenergized, thereby causing armature 67 to dropand'as part ofthetrain s still upon the section D, the armature 68 is in the lowerposition so that a current may flow in the following path: positive assoon as all of the train is off section D.

current may then flow from the positive terminal of the battery 26 inthe following path: wires 53, 77, armature 76, wires 78 and 57, armature58, wire 59, armature 60, wire 61, relay coil 20, wires 62, 63, 64, 37,65 and 49 to the negative terminal of the battery 26. The currentflowing in the above traced path energizes the relay coil 20, lifts thearmature 34 to its upper position and so causes current to flow throughthe indicator 12, causing it to assume the clear aspect.

Just so long as a train traveling in the direction of the arrow at,which caused the above mentioned operation, is upon section E, thesupplementary circuit through which current flows to energize-the relaycoil 20, will be closed, and in spite of the fact that the armature 44is in the lowerposition due 130 to the presence of a train upon thesection E, and a consequent deenergization of the .relay coil 22 and adropping of armature 52,

the indicator 12 will be in the clear position, 1

, circuit throughwhich current flows to energize the relay coil 20.

It should be noted that it is necessary to have a train spanning theinsulating joints 3 between sections D and E in order to energize relay23, and it is also to be noted that after relay coil 23 has beenenergized and armature 7 5 has been raised, a supplemem tary circuitthrough relay coil 23 is formed, in which current flows as follows:positive terminal of battery,26, wires 53, 54;, 69 and 24, relayarmature 67 wire 70, magnet 23, wires 71 and 27, armature 7 5, wires 30,48 and p 49 to the negative terminal of the battery 26. s

The above traced path is completed ust so long as a train is upon therails of section E, but as soon as the train passes from the railsof'section E, the armature 67 is raised, consequently, the circuitthrough therelay coil 23 and its armature 7 5 is brokenand the relaybecomes deenergized.

It is also to be noted that atrain traveling in the direction of thearrow 6, and passing the insulating oint 3,between sections D and E,would energize relay coil 23 and would cause armature 7 5 to be raised,but as soon as the whole of the train passed upon sec- 'tion D, thearmature 67 would be raised thereby breaking the circuit through therelay coil 23; It is alsoto be noted that even if a train under theconditions mentioned, should energize relay coil 23,-it would toenergize the relay coil 20 would be broken by the dropping of armature58, consequently, armature 34 would not be raised and the circuit: tothe indicator 12, completed.

A train traveling in the direction of the arrow 1) passing upon sectionE would cause armature 4a ,to drop thereby breaking the circuit throughrelay coil 22 and causing armature 52 to fall thereby breaking thecircuit through relay coil 20; consequently, armature'iit would dropand-the indicator 12 would assume the unfavorable aspect,

warning any'trainstanding upon thesiding,

of which the rails are fl; and '5, that it'would be unsafe .topr'oeeedvTu on the main line.

The same trainpassing t e insulating oints 3 between sections C and Bwould cause an operation similarlin all respects to that of a not'beenabled to energize the indicator12,

for the circuit through which currentflows' train passing insulating.joints 3 vbetween sections D and E when traveling in the direction ofthe arrow a, that is to say, it would cause armatures 39 and 66 to drop,thereby'energizing relay coil 21, thus causing armatures 30 and 40 to beraised, and so- 37 and 38 to the negative terminal of the battery 25.

It will then be seen that the indicator 12 will exhibit aclear aspect ifno train is approaching the siding from either direction upon sectionsB, C, D or E. It will also exhibit a clear aspect if a train hasapproached the indicator and passed it, going in either direction whenthe train has passed either beyond the insulating joint 3 betweensections D and E, or the insulating joint 3, between sections 6 and B. pI

It is to be further noted that a train moving from the siding onto themain line, would first cause the indicator 12 to exhibit an unfavorableaspect by reason of the dropping of the armatures 58 and 60, but as soonas the train had selected its direction of travel by passing either theinsulating joint 3 between sections D and E or between sectionsC- and B,the indicator would again dicated by the insulating joints between secjtions E and F or A andB andat the same time it might be undesirable toextend the length of the section E to the point desired.

Fig. 2 shows diagrammatically a means for so doing and by reference tosaid figure, it will be found that the control of the relay 22 has beenextended one section beyond section E and to those skilled in the art,it will be apparent without further explanation that such control may beextended to any desired number of track sections beyond section E- Thechange in the circuit necessitated by such extended control simply con-I sists in'arranging wire 70 as shown in Fig. 2, connected to one sideof'relay coil 23, so that it will receive positive current from thebattery '26 as shown in Fig. 2, when the relay armature 52 is inits'lower position, instead of relyingupon the track relay armature67 asin Fig. 1. No extended explanation in detail of the several. circuits isD and E cause re ay armature 44 to drop thereby deenergizing relay coil22 and allowing armature 52 to drop and at the same time would causearmature 68 to drop so that current may flow from the positive side ofbattery 26 through armature 52, relay coil 23 and armature 68 to thenegative terminal of the source of current 26, thereby completing thestick circuit of relay coil '23 by raising armature 75 and completing ashunt circuit about armature 52 by means of armature 76.

It is apparent to those skilled-in the art,x Without furtherexplanation, that the same method of control can be used for trainsapproaching indicator 12 from eitherdirection.'

Although applicant has illustrated a relay 22 governed by section E inFig. 1, it is shown merely for symmetry, but as shown by Fig. 3,, thesame result can be accomplished without the use of relay 22, where onesection only as E, for trains approaching the annunciator, is used tocontrol the indication of the same.

In Fig. 3, the energizing circuit for relay 23 is formed by means of thearmature 68of relay coil 15, and the armature 44 of relay coil 16. Thedeenergization of both the relay coils 15 and'16 causes armatures 68 and44 to drop upon the back contacts thereby allowing current to flow frombattery 26 exactly as it does as shown at the right hand end of Fig. 1.The retaining or stick circuit for relay 23 is also formed in the samemanner as that shown at the right hand end of Fig. 1. 1

The wire 59 in Fig. 3, is connected to the battery 26 throughthearmature 58, wire 57,. wire 56, armature 44 and wires 83 and 53. Withsuch connection, the presence of a train upon section E which hasentered said section, moving in the direction of thearrow I), wouldcause armature 44 to break contact with wire 56, thereby breaking theconnection of wire 59.with battery 26. A

train entering upon the section E, in a direction opposed to that ofarrow 6, would,

just as in the arrangement shown in Fig. 1, energize the relay coil 23,complete its stick circuit and cause armature 76 to contact with wire77, so that while armature 44 was and also in its lower position,current would flow from battery 26 through wires 53, 77, armature 76,and wires 78 and 57, and armature 58 to wire 59.

'Figs. 4 and 5, illustrateother embodiments of applicants inventionwherein the energizing circuits for relay 23... are formed withoutmaking use of a back contact upon rela 15. ,l 1 v Fig. 4, illustratesthe embodiment as applied to a normal danger system of signaling inwhich the signal 8 normally exhibits a danger aspect and which hasconnected to it a circuit controller comprising a" movable arm 83,connected and moving in unison with the signal by means of connection84, and a fixed contact strip 85 of such a length that the arm 83contacts therewith from the,

full clear or 90 position to and including the 5 or caution position. Asis well understood by those skilled in the art of railway signaling, theentrance of a train upon a block, two sections in the rear of anautomatic normal danger signal, causes the signal in t'hevabsence oftrains a certain distance ahead of it, to operate and move to the fullclear position and if a train is on the block ahead of the blockcontrolled by the signal, itmoves to the 45 or caution position. A trainapproaching on the section D,

therefore, and spanning theinsulating joints 3, would do so with thesignal 8 either in the full-clear or in the caution position, so thatelectrical connection would be made between the armature 83 andrthecontact strip 85. The entrance"; of the'first pair of wheels upon thesection E would, as is well known-to those skilled in the art of railwaysignaling, cause the signal to move toward the danger positionand-.would also cause, as shown in Fig.- 4, the relayarmature 44'todrop, thus breaking the circuit through relay coil 22 and cause armature52 to drop, thereby breaking the circuit from the bat tery 26 to thewire 59. At the same time armature 67 would drop u on its back contactso that current could ow in the followlng path: positive terminal of thebattery 26, wires 53, 8 6 and 87, armature 83, contact strip 85, wire88,armature 67, wires 90 and 91, relay coil 23, and wires 92,93 and 49 tothe negative terminal of the battery. Current in the above traced pathwould ener-v glze relay 23 causing the armatures 75 and 76 to be raised.After armature 75 is raised and while a train is upon section E,current: would flow in the" following path to continue the energizationof'relay 23: posi-, tive terminal, of battery 26, wires 53,54 and 55,armature'52, 96 and 91, relaycoil 23 and wires 92 93 wire 94,-armature 75, wires and 49 to the negative terminal of the bat-i tery. -As currentin the above traced "ath maintains the energization of relay'coil 23maintains armature 76 in its upv i 59, thus allowingan energization ofthe indicator 12 as shown in Fig. 1, while a train was upon the sectionE which train had entered said section from a direction opposite to thatof arrow 6.

A train entering upon section E moving in the direction of the arrow 6,would not cause an energization of relay coil 23, for, at the moment itentered upon section E and caused a dropping of armature 67, by shortcircuiting' relay 16, the signal 8 would be in the danger positionandtherefore, contact' would not be made between arm 83 and strip 85.

In Fig. 5, the principle of employing a contact breaker upon the signalto cause an energization of relay 23, is shown in connection with asystem of normal clear signals. The only difi'erence between themovements as shown in Figs. 4 and 5 other than the fact that one shows anormal danger and the other a normal clear system resides in the factthat in Fig. 5, the relay 22, receives its current from battery 82through the armature 81 of a relay 80 connected to a section F inadvance of the section E, so that a train approaching in the directionof the arrow 6, entering upon section F would deenergize relay 22, and,therefore, cause the signal 8 to move to the danger position before thetrain had arrived upon section E and dropped the armature 67 upon itsback contact. In a normal clear system it is necessary to soconnect-relay 22, for, otherwise a train entering upon section E woulddo so while the'signal was in the clear position,

\ and, consequently, a connection made between arm 83 and contact strip85, sothat the dropping of armature 67 would cause an energization ofrelay 23.

Although applicant has herein shown and described his invention inconnection with a. switch indicator, it is to bedistinctly understoodthat the invention is not confined in its application to a switchindicator, but the principle underlying the idea of means herein shownand described is a means for governing a signal of which the switchindicator is merely typical.

Although applicant has herein shown his indicator as applied to a trackin which signals are used for governing movements in both directions, itis to be understood thatit is not at all necessary for the operation ofapplicants invention to have signals governing movements in bothdirections upon the same track for it may as well be applied to a doubletrack railroad as to a single track railroad.

a Having thus explained the principle of specific embodiment thereof,what I claim as new and desire to secure by Letters Patent, is:

1. In a railway signal system: a signal; a trackway; means for dividingthe trackway into a rear track circuit section, a plurality ofintermediate track circuit sections and aforward track circuit section;means for creating a difference of potential between the rails of thetrackway in each track circuit section; translating devices connectedacross the rails of the trackway in each secdevice of the rear trackcircuit section and the translating device of the adjacent intermediatetrack circuit section; a holding circuit for said another relay governedby the relay itself and by the translating device of the rear trackcircuit section; another circuit including said signal governed by saidanother relay.

2. In a railway signal system: a signal; a trackway; means for dividingthe trackway into a rear track circuit section, a plurality ofintermediate track circuit sections and a forward track circuit section;means for creating a diiierence of potential between the rails of thetrackway in each track circuit section; translating devices connectedacross the rails of the trackway in each section and energized by a flowof current produced by the said difierence of potential and deenergizedin succession by the passage of a train over the trackway; a relaygoverned by the translating devices of each of the track circuitsections except the-rear track circuit section; a circuit including saidsignal governed by said relay. and by the translating device of the reartrack circuit section; another relay; an energizing circuit for saidrelay governed by the translating device of the rear track circuitsection and the translating device of the adjacent intermediate trackcircuit section; a holding circuit for said another relay governed bythe relay itself and by the translating device of the rear track circuitsection; another circuit including said signal governed by said anotherrelay and by said first mentioned relay.

3. In a railway signal system: a signal a trackwaydivided into a seriesof track circuit sections; means for creating a difl'erence of potentialbetween the rails of the trackway in each section; translating devicesconnected to the rails of the trackway in each stction; and energized bythe flow of current: produced by the said difference of potential,

normally open circuit by the deenergization of the extreme left handtranslating device by a train moving toward the left away from thesignal.

4. In a railway signal system: a signal; a trackway divided into aseriesof track circuit sections; means for creating, a diflerence ofpotential between the rails of the trackway in each section; translatingdevices connected to the rails of the trackway in each section andenergized by the flow of current produced by the said difi'erence ofpotential, and denergized in succession by the passage of a train overthe trackway, at least two of the translating devices being connected atthe right of the signal and at least two being connected to the left ofthe signal; a circuit forthe signal closed when no train is present onany part of the said trackway, A

said clrcuit being controlled by each of the translating devices;another circuit for con trolling the signal normally open, means forclosing said normally open circuit by the deenergization of the extremeright hand translating device by a train moving toward the right awayfrom the signal.

5. In a railway signal system: a

cuit sections; means for creating a difference of potential between therails of the trackway in each section; translating devices connected tothe rails of the trackway in each section and energized by the flow ofcurrent produced by the said difference ofpotential, and denergized in'succession by the passage of a train over the trackway, at least two ofthe translating devices being connected at the right of the'signal andat least two being connected to the lefti of the signal; a circuit forthe signal closed whenno train is present on any part of the saidtrackway, said circuit being controlled by for controlling the signalnormally open,

means for closing said normally open circuit by the denergization of theextreme right hand translating device by a train signal; a trackwaydivided into a series of track cir- 'closed operatin moving toward theright away'from the signal. 5

6. In a railway signal system-:"a signal; a

trackway; means for dividing the trackway .into a rear track circuitsection, a plurality of intermediate. track circuit sections and aforward track circuit section; means for creating adiiference ofpotential between the rails of the trackway in each track circuitsection; translating devices connected across the rails of the trackwayin each section and energized by a flow of current produced by the saiddifference of potential and deenergized in succession by the passage ofa train over the trackway; a relay governed by the translating devicesof each of the track circuit sections except the rear track circuitsection; a circuit including said sig nal governed by said relay and bythe translatingdevice ofthe rear trackcircuit sectlon; a second relay;an'energizlng circuit for said second relay governed by the translatingdevice of the rear track circuit section and the translating device ofthe adjacent intermediate track circuit section; a holding circuit-forsaid second relay governed by the relay itself and by the translatingdevice of the rear track circuit section;

another circuit for controlling said signal governed by said secondrelay and by said first mentioned relay; a third relay; an energizingcircuit for said third relay governed by the translating device of theforward track circuit section and the translatingdevice of theintermediate track circuit section adjacent thereto; a holding circuitfor said third relay-governed by the relay itself and by the translatingdevice of the forward track circuit section; said first mentioiid relaybeing governed by said third mentioned relay and the translating devicesof the intermediate track circuit sections.

7.. In a railway signal system, in combination: a signal, a trackway,means for dividing said trackway into at least two track sections oneach side of said signal; a source of current and a'trackrelay-associated with each of said track sections and v constituting anormallyclo'sed track circuit; a normally 7 circuit for said signal;means controlle by said track relays for opening said vsignal operatingcircuit and responsive to thepresence of a train moving toward saidsignal on any of the track sections on thatside of said signal; andmeans controlled by said track relays for closing saidsignaloperating-circuit and responsive to the'pre's'ence of atrain'moving from said signal on the track section farthest from thesignal.

a railway signal system, in combination: a signal, a trackway, means fordivid nal for rendering the control of said si viding said trackway onboth sides of said current and a track relay associated with each ofsaid track sections and constituting a normally closed track circuit; anoperating circuit for said signal governed by said track relays; anothercircuit for operating said signal; a stick relay associated with eachtwo track sections for controlling said last mentioned circuit; anenergizing circuit for said stick relay which is closed when both trackrelays of said two track sections are deencrgized; and, a holdingcircuit for said stick relay governed'by the track relay of the tracksection farthest from the signal.

9. In a railway signal system, in combination: a signal, a trackway;means for. di-

' viding said trackway adjacent to said signal into electricallyisolated track sections, a

source of current and a track relay associated with each of said tracksections and constituting a normally closed track circuit; I

a signal circuit controlled by each of said track relays for controllingsaid signal; and

means operated by a predetermined sequence of operation of the trackrelays of two of said track sections on each side of said sigcircuit bysome of said track relays inc tive.

10. In a railway signal system, in combination: a signal, a trackway;means for disignal into electrically isolated track sections, a sourceof current and a track relay associated with each of said track sectionsand constituting a normally closed track circuit; each'of said trackrelays having cooperating, contacts which are closed when said relay isenergized and which are opened when said relay is deenergized; anoperat--' said track sections remote from said signal;

andmeans for closing saidshuntv circuit" when the track relays of someofsaid track sections are operatedina predetermined sequence.

11. In a railway signal system, in combi-.

nation; asignal, a trackway; means for dividing said trackway adjacentto said signal irito electrically isolated track sectionsfa source ofcurrent and a track relay asse ciated with each of said track sectionsand constitutin' a normally closed track circuit; each of sai trackrelays having coiiper'ating contacts which are closed when said relayisenergized and which are opened when said relay is, deenergized; anoperating circuit for said signal controlled-by. said coiiperatingcontacts'of said track rela s; of' sa'id track sections; a shunt.circuit orlthe "cooperating contacts of certainfof said track sectionsremote from said signal; a stick relay for closing said shunt circuitwhen eliergized; an energizing circuit for said stick relay which isclosed when the trackrelays of some of said track sections aredeenergized; and a stick circuit for said stick relay controlled by thetrack relay of the track section farthest from the signal.

12. In a railway signal system, in combination: a signal; a trackway;means for dividing said trackway on both sides of the signal intoelectrically isolated track sections; a source of current and a trackrelay associated with each-of said track sections and constituting anormally closed track circuit; a signal circuit'controlled by each ofsaid track relays and tending to cause said signal to have its stopaspectwhen any one of said- -tracksections is occupied; and meansassociated with, at least two track sections on each side or the signaland rendered .efiective only'by .a train moving away from track circuitsections; a switch indicator;

and means associated with at least twotrack sections on-veither side ofsaid switch indicater and selectively responsive'to the direcsaid'switch indicator. v V

'14. In, a railway signal system, in combination; a stretch of track; aswitch indicator; means for dividing said stretch of track on each sideof said switch, indicator into trackcircuit section; acontrollingcirtion of movement of a train for governing cuit for said. switchindicator governed by;-

each of said track circuit sections; and means associated with at leasttwo track circuit sections on each side oi said switch indicator andrendered efieetive only by a train moving away from said switchindijcator forcontrollingsaid circuit independat a distance from saidswltch indicator.

' 15. In. a railway signal system, in combinationza signal; a trackway;means for dividing said trackway adjacent to said signal into tracksections; a source of'current and a track relay associated with each ofsaid track sections and constituting a normally closed track circuit; acircuit for controlling said signal; a relay controlling said circuitand. governed by the track relays of a portion of the trackway adjacentto said signal andpartly on each side of said signa means for governingsaid circuit. by the track relays of aportion of track on each 7 side ofthe signal and adjacent to the first mentioned portion of track; andmeans rendered efiective by'a train moving away sections; meanscontrolled by the last men-,

from said signal for nullifying the controlling effect of said lastmentioned means on said circuit.

16. In a railway signal system, in combination: two abutting trackcircuit sections; a signal; a circuit for said signal; means controlledby said track circuit sectioiis for govt rning said circuit; whereby thecircuit will be closed when no train is present on either of said trackcircuit sections and will be open when a train .is present; trackcircuit sections abutting the free ends of the first mentioned trackcircuit tioned track circuit sections for closing said circuit by themovement of a train from one of the first mentioned track circuitsections onto one of the last mentioned track circuit sections and foropening said circuit by the movement of a train onto one of the lastmentioned track circuit sections when that train has not previously beenon one of the first mentioned track circuit sections. 17. In a railwaysignal system, in combination: a trackway; means for dividing thetrackway into electricallyisolated tracl;

sections; a source of current and a track. relay connected across therails of each track section; a signal; a circuit including a source ofenergy and said signal; means governed by the track relay of at leastone track section adjacent to the signal for proaching train causes thecircuit to be broken. v

18. In a railway signal system, in combination: a trackway divided intotrack cir-.

cuit sections; a switch-indicator; means for causing said :switchindicator to have its stop aspect when a train, irrespective of thedirection ofritsmoyement, occupies a portion of the trackway locatedadjacent to the switch indicator and partly on each side thereof;andmeans associated with a portion of the trackway on each side of theswitch indicator beyond the first mentioned portionand selectivelyresponsive to the direction of movement ofa train over the governingsaid switch indicator.

SEDGWICK 'Nr WIGHT. Witnesses:

- LILLIAN L. PHI LIPs,

CHARLorrE Gmseonrus.

corresponding second mentioned portion for i

